REMOVABLE SEAT USED WITH A LONG RAIL ASSEMBLY

Description

BACKGROUND OF THE INVENTION

1. Field of the Invention

[0001] The present invention relates to a long rail assembly wherein a seat with power adjustment capability is removably attached to a long rail assembly.

2. Description of Related Art

[0002] Multi-purpose, semi-autonomous, and fully autonomous vehicles are being introduced into the market. It is desirable to have a vehicle with an interior space that can be changed or reconfigured for various functions. For example, a consumer may want to remove a second and/or third row of seats to allow for more cargo space. In the future, with fully autonomous vehicles, a consumer may want to remove all of the seats creating a large, open, and multi-functional interior space. Thus, it is desirable to have a system with power adjustment capabilities that still allows the vehicles seats to be removed and added as needed.

[0003] US 2015/069807 A1 discloses a device for electrically driving a longitudinal adjustment mechanism for a vehicle seat, which mechanism includes two individual rails. The device for electrically driving a longitudinal adjustment mechanism for a vehicle seat includes a separate electric driving device for each individual rail. Each of the driving devices is designed as an electromechanically actuated planetary gear assembly.

SUMMARY OF THE INVENTION

[0004] The present invention relates to a long rail assembly for providing sliding movement of a seat within a vehicle. A fixed long rail extends longitudinally between opposing first and second ends and defines an interior cavity therebetween. A rail drive assembly extends longitudinally between opposing first and second ends and slidably coupled to the fixed long rail for providing the sliding movement of the seat along the fixed long rail. A drive wheel is rotatably coupled within the interior cavity of the fixed long rail. A gearbox is adapted to be attached to the vehicle seat and operatively coupled to the drive wheel for automatically driving the rail drive assembly longitudinally along the fixed long rail. A coupling interface is between the gearbox and the driving wheel for removably coupling the gearbox to the drive wheel and provide power sliding movement of the rail drive assembly along the fixed long rail while also allowing removable coupling of the seat to the rail drive assembly.

BRIEF DESCRIPTION OF THE DRAWINGS

[0005] Advantages of the present invention will be readily appreciated as the same becomes better understood by reference to the following detailed description when considered in connection with the accompanying drawings wherein:

Figure 1 is a fragmentary perspective view of a long rail assembly according to one embodiment of the invention;

Figure 2 is a partially transparent side view of the long rail assembly;

Figure 3A is a fragmentary perspective view of a vehicle interior having vehicle seats coupled to the long rail assembly according to one embodiment of the present invention;

Figure 3B is a perspective view of the vehicle interior having the vehicle seats removed from the long rail assembly;

Figure 4 is an end view of the long rail assembly;

Figure 5 is a cutaway top view of a portion of the long rail assembly of Figure 1;

Figure 6 is a cutaway side view of the portion of the long rail assembly of Figure 1;

Figure 7 is a cross-sectional side view of a guide pin with a key feature and a gear box of the long rail assembly;

Figure 8 is a partially transparent perspective view of the guide pin of the long rail assembly with the key feature;

Figure 9 is a side view of the long rail assembly with a face spline joint coupling interface;

Figure 10 is a fragmentary perspective side view of the long rail assembly with the face spline joint coupling interface;

Figure 11 is a side view of the long rail assembly with a shaft spline joint coupling interface; and

Figure 12 is a partially transparent perspective side view of the shaft spline joint of the long rail assembly with tapered splines.

DETAILED DESCRIPTION OF THE EMBODIMENTS

[0006] Figures 1-6 illustrate a long rail assembly having a power rail drive assembly configured to provide sliding adjustment of a seat in an automotive vehicle according to embodiments described herein. Directional references employed or shown in the description, figures or claims, such as top, bottom, upper, lower, upward, downward, lengthwise, widthwise, left, right, and the like, are relative terms employed for ease of description and are not intended to limit the scope of the invention in any respect. Referring to the Figures, like numerals indicate like or corresponding parts throughout the several views.

[0007] Figures 1 and 2 illustrate a long rail assembly 10 having a power rail drive assembly 12 for adjusting the position of a vehicle seat along a long rail 14 according to one embodiment of the present invention. Figure 3A shows an interior 16 of a vehicle having a plurality of vehicle seats 18 connected to power rail drive assemblies 12 attached to a vehicle floor 20. A cross-sectional view of the long rail 14 and power rail drive assembly 12 of Figure 1 is shown in Figure 4. Figures 5 and 6 show cutaway top and side views, respectively, of the long rail 14 and the power rail drive assembly 12 of Figures 1 and 2, according to one embodiment of the present invention.

[0008] Referring to Figures 3A and 3B, each vehicle seat 18 is supported by at least one leg 28 on opposing sides 18A, 18B of the vehicle seat 18, or optionally front and rear legs 30, 28 on the opposing sides 18A, 18B of the vehicle seat 18. At least one leg 28 is attached to a latch assembly 32 (See Figure 1). The latch assembly 32 allows the seat 18 to be removably coupled to the power rail drive assembly 12. Each power rail drive assembly 12 travels along one of the fixed long rails 14 attached to the vehicle floor 20. Each vehicle seat 18 travels along a pair of long rails 14, 14' when the vehicle seat 18 is repositioned between a first seat location 40 and a second seat location 42, shown as seat 18' removably coupled to rail drive assembly 12'. The long rails 14 can extend for any length suitable for an intended application. Likewise, any suitable number of long rails 14 can be positioned on the vehicle floor 20 as desired for an intended application. Thus, the long rail assembly 10 allows for improved vehicle seat 18 position adjustment since the vehicle seat 18 coupled to at least one power rail drive assembly 12 is repositionable to any seat position 40, 42 along the at least one fixed long rail 14. Furthermore each vehicle seat 18 can be decoupled from the power rail drive assembly 12 allowing the number of seats 18 within the vehicle interior 16 to be adjusted or varied as desired.

[0009] Returning to Figures 1 and 2, the long rail 14 has a generally U-shaped cross-sectional profile 46 extending in a longitudinal direction, a bottom wall 50, opposing side walls 60, 64, an interior cavity 68, and a top wall 70 having an elongated opening 72 extending in a longitudinal direction. Each side wall 60, 64 of the long rail 14 includes a track 80, 82 having a generally C-shape cross-sectional profile with each track 80, 82 having a track bottom wall 80A, 82A, a track outer side wall 60A, 64A, a track top wall 86, 88, (See Figure 4) and a retaining lip 90, 92 extending downward from the track upper wall 86, 88 and spaced apart from the track outer side wall 60A, 64A. As illustrated in Figure 4, each track bottom wall 80A, 82A is optionally positioned above the bottom wall 50 of the long rail 14. The long rail 14 is a stamped, formed, molded, and/or rolled section of a metal or plastic material and having a length selected based on a specific application. It should be appreciated that the size and shape of the long rail 14 may vary without altering the scope of the invention.

[0010] Also shown in Figures 1, 2 and 4, the power rail drive assembly 12 includes a main body 94 having a generally inverted U-shape cross-section 96 in profile, opposing first and second side walls 98, 100 and a top wall 102 extending between the opposing first and second side walls 98, 100. Fixedly attached to the first and second side walls 98, 100 are a first and second striker plate 103, 104. Each striker plate is a solid piece of metal but for a central opening 105. A striker 106 passes through the central opening 105 in each of the first and second striker plates 103, 104. The striker 106 is fixedly attached to the first and second striker plates 103, 104 to allow for a sturdy connection.

[0011] The latch assembly 32 can be removably latched to the striker 106. The connection and disconnection of the latch assembly 32 with the striker 106 allows the vehicle seat 18 to be attached to or removed from the power rail drive assembly 12. Further included is an opening 112 in the top wall 102 of the power rail drive assembly 12. An extension 114 of the latch assembly 32 descends into the opening 112 of the power rail drive assembly 12 when the latch assembly 32 is being latched to the striker 106. As the extension 114 passes through the opening 112 it comes into contact with first and second wedge plates 116, 117. The wedge plates 116,117 are each attached to their respective first and second side wall 98, 100 of the power rail drive assembly 12. Each wedge plate 116,117 has an angled or tapered surface 118 which means the space between the first and second wedge plate 116,117 decreases as the extension 114 of the latch assembly 32 descends through the opening 112 in the in the top wall 102 of the power rail drive assembly 12. The angled surfaces 118 help guide and center the latch assembly 32 into position through contact with the extension 114. The angled surfaces 118 also create a snug and secure fit with the extension 114 once the latch assembly 32 is fully latched to the striker 106.

[0012] In order to allow for smooth movement of the seat when latched, an axle 107 extends laterally through a hollow tube 108 extending between the opposing side walls 98, 100. A wheel 110 is fixedly coupled to each end 107A of the axle 107. While not shown, the wheels 110 can be replaced by rollers and/or glides. Any number and/or combination of wheels 110, rollers, and/or glides may be used as suitable for an intended application. Further, each wheel 110 or roller can be rotationally attached to the main body 94 using a shaft (not shown) fixedly coupled to one of the side walls 98, 100 of the main body 94.

[0013] As also shown in Figures 1 and 2, the power rail drive assembly 12 includes a gearbox 144 which includes a driving gear 145. The driving gear 145 is operatively coupled to a lateral driving wheel 146 through a coupling interface 147. The gearbox 144 is located within the vehicle seat 18, while the lateral driving wheel 146 is located within the long rail 14. The coupling interface 147 is located between the driving gear 145 of the gearbox 144 and the lateral driving wheel 146 such that the gearbox 144 operatively engages with the lateral drive wheel 146 when the vehicle seat 18 is coupled to the power rail drive assembly 12 as will be described in more detail below.

[0014] Referring to Figures 5 and 6, the lateral driving wheel 146 is a plastic gear 146 having a plurality of gear teeth 146A. The gear teeth 146A of the lateral driving wheel 146 meshingly engage with gear teeth 168 and/or notches 168 in a rack gear 170 fixedly coupled to the side wall 60A of the long rail 14. The lateral driving wheel 146 is not a load-carrying component. While the lateral driving wheel 146 can comprise other materials as desired for an intended application, the plastic gear 146 provides a quiet driving method as the power rail drive assembly 12 travels along the long rail 14. Further, the gear teeth 168 on the rack gear 170 prevent driving slip when the gear teeth 168 meshingly engage with the gear teeth 146A on the lateral driving wheel 146.

[0015] Referring to Figures 4-6, a pair of stability rolling elements 181,182, are shown rotationally coupled to each side wall 98, 100 of the power rail drive assembly 12. Each pair of stability rolling elements 181, 182 are also coupled together through a tension spring 208. Figure 5 illustrates a cut-away perspective view of the rail drive assembly 12 and the long rail 14 of Figure 1 showing the stability rolling elements 181, 182 mounted to the side walls 98, 100 of the long rail 14. Figure 6 shows a side view of the main body 94 of the rail drive assembly 12, the wheels 110, and stability rolling elements 181, 182. Figure 4 is a cross-sectional end view taken of Figure 6 showing the stability rolling elements 181, 182 being mounted at an angle 183 to the side walls 98, 100 of the main body 94. While the stability rolling elements 181, 182 can be mounted at any suitable angle 183 to the side walls 98, 100 of the main body 94, in the embodiment shown in Figure 4 the stability rolling elements 181, 182 are mounted at about a 30 degree angle 183 to the respective side wall 98, 100.

[0016] Each stability rolling element 181, 182 includes a roller 184, an upper arm 187, a lower arm 189, and a support stud 192. Referring to Figure 6, the roller 184 is rotationally coupled to pivot 185 near one end 187A of the upper arm 187. A second end 187B of the upper arm 187 is rotationally coupled to the support stud 192. The support stud 192 is fixedly coupled to an adjacent side wall 98, 100 at a mounting angle 183, such as about 30 degrees as shown in Figure 4. Alternatively, the support stud 192 can extend generally perpendicular from the side wall 98, 100 of the main body 94 as illustrated in Figure 5. Thus, the support stud 192, upper arms 187, and lower arms 189 can be orientated at any suitable angle with respect to the side walls 98, 100 of the main body 94 suitable for a specific application without altering the scope of the invention.

[0017] Also shown in Figure 6, an upper end 189A of the lower arm 189 is rotationally coupled to the support stud 192. The lower end 187B of the upper arm 187 is fixedly coupled to the upper end 189A of the lower arm 189 so they are linked together to move as one arm. Alternatively, the upper arm 187 and the lower arm 189 can be replaced by a single arm if desired.

[0018] The spring-loaded rollers 184, shown in the embodiment of Figures 4 and 6, are mounted at an angle 183 of about 30 degrees to the adjacent side walls 100, 98 of the main body 94. Further, a large corner radius 196, i.e., a curved surface, extends between the upper walls 86, 88 and the side walls 60A, 64A of the long rail 14, as shown in Figure 4. The large corner radius 196 reduces the amount of noise caused by the roller 184 sliding along its rotational axis. It should be appreciated that the angular relationship between the roller 184 and the attached upper arm 187 with respect to the adjacent side walls 100, 98 of the main body 94, as well as the corner radius 196, can vary without altering the scope of the invention. In the embodiment shown in Figure 4, the angle 183 and the radius 196 are selected such that a rolling surface 184A of the roller 184 generally frictionally engages with a curved portion 198 extending between the side walls 60A, 64A and the upper walls 86, 88 of the long rail 14. The roller 184 absorbs long rail 14 variations in both a lateral and a vertical direction since the roller 184 is angled at about 30 degrees from the side walls 100, 98 of the main body 94.

[0019] Further description of the sliding movement between drive rail assembly 12 and fixed long rail 14 is fully set forth in Applicant's co-pending application no. PCT/US2019/055835, entitled Long Rail Assembly for Vehicle Seat Adjustment, filed October 11, 2019, the disclosure of which is hereby incorporated by reference in its entirety.

[0020] Referring to Figures 1, 2 and 7, the gearbox 144 of the long rail assembly 10 provides the force needed for rotation of the lateral driving wheel 146. The force is transferred from the driving gear 145 of the gearbox 144 to the lateral driving wheel 146 through the coupling interface 147. The structure of the coupling interface 147 may vary between different embodiments of the long rail assembly 10.

[0021] Referring to Figures 7 and 8, the gearbox 144 within the vehicle seat 18 includes a guide pin feature 210. The guide pin 210 helps center the gearbox 144 with the driving wheel 146 when the seat 18 is being coupled and latched to the power rail drive assembly 12. The guide pin 210 extends from a proximal end 211 received in a central bore 213 of the driving gear 145 to an opposite distal head 212. The head 212 includes narrowing angled sidewalls 214. The angled sidewalls 214 are guided by angled sidewalls 216 formed by a central bore 215 in the driving wheel 146, which forms part of the coupling interface 147, as the guide pin 210 is inserted into the coupling interface 147. The interaction between the angled sidewalls 214 of the guide pin 210 and the angled side walls 216 of the coupling interface 147 helps guide the gearbox 144 into position during assembly. In some embodiments the guide pin 210 further includes a key feature 218. The key feature 218 may include a slight protrusion extending radially from the outer surface 220 of the guide pin 210 or may be a separate key tab seated within a slot 219 formed in the outer surface 220 of the guide pin 210. The key feature 218 aligns with a slot 222 formed within the driving gear 145. The slot 222 is slightly larger than the key feature 218 which helps with self-alignment of the coupling interface 147 by allowing for a small amount of rotation between the guide pin 210 and the driving gear 145.

[0022] Referring to Figures 9 and 10, one embodiment of the coupling interface 147 between the driving gear 145 and the lateral driving wheel 146 is shown with a face spline joint 230. In this embodiment, the driving gear 145 includes shaft 231 extending axially from the gear teeth 233 to a set of axial facing teeth 232 formed at a distal first end 234. The teeth 232 of the driving gear 145 mesh with an opposing axial facing first set of teeth 236 formed at a mating first end 238 of the coupling interface 147. The coupling interface 147 includes a second end 240, opposite the first end 238, defined by a radial second set of teeth 242. The second set of teeth 242 of the coupling interface 147 mesh with a radial set of teeth 244 formed in a central opening 246 of the lateral drive wheel 146 (See Figure 10). Therefore, the coupling interface 147 provides a meshed connection between the driving gear 145 and the drive wheel 146 to transfer rotation of the driving gear 145 to the drive wheel 146 to provide power sliding movement of the power rail drive assembly 12 along the fixed long rail 14 while also allowing removable coupling of the seat to the power rail drive assembly 12.

[0023] Referring to Figures 11 and 12, in another embodiment the coupling interface 147 between the driving gear 145 and the lateral driving wheel 146 may be a shaft spline joint 250. In this embodiment, the driving gear 145 includes a radial set of splines 251 that extend from an external surface 252 of a body portion 254 of the shaft 231. The splines 251 of the driving gear 145 mesh with a corresponding radial set of splines 256 on an internal surface 258 of the coupling interface 147. The teeth 242 on the second end 240 of the coupling interface 147 mesh with the teeth 244 in the central opening 246 of the lateral driving wheel 146 (See Figure 10). In the depicted embodiment, the shaft spline joint 250 includes splines 251, 256 which have corresponding and axial facing tapered ends 260 (See Figure 12). The tapered ends 260 allow for self-alignment between the splines 251 and splines 256 thereby removably coupling the driving gear 145 and the lateral driving wheel 146.

[0024] One benefit of a long rail assembly having a power rail drive assembly is the power rail drive assembly can automatically transpose an attached vehicle seat along a fixed rail. Additionally the long rail power rail drive assembly allows the seats to be removed and added to the assembly as desired by the consumer.

[0025] The invention has been described in an illustrative manner, and it is to be understood that the terminology, which has been used, is intended to be in the nature of words of description rather than of limitation. Many modifications and variations of the present invention are possible in light of the above teachings. It is, therefore, to be understood that within the scope of the appended claims, the invention may be practiced other than as specifically described.

Claims

1. A long rail assembly (10) for providing sliding movement of a seat within a vehicle, the long rail assembly (10) comprising:

a fixed long rail (14) extending longitudinally between opposing first and second ends and defining an interior cavity (68) therebetween;

a rail drive assembly (12) extending longitudinally between opposing first and second ends and slidably coupled to the fixed long rail (14) for providing the sliding movement of the seat along the fixed long rail (14);

a drive wheel (146) rotatably coupled within the interior cavity (68) of the fixed long rail (14);

a gearbox (144) adapted to be attached to the vehicle seat and operatively coupled to the drive wheel (146) for automatically driving the rail drive assembly (12) longitudinally along the fixed long rail (14); characterised in that it comprises

a coupling interface (147) between the gearbox (144) and the driving wheel (146) for removably coupling the gearbox (144) to the drive wheel (146) and provide power sliding movement of the rail drive assembly (12) along the fixed long rail (14) while also allowing removable coupling of the seat to the rail drive assembly (12).

2. The long rail assembly (10) of claim 1, wherein the gearbox (144) includes a driving gear (145).

3. The long rail assembly (10) of claim 2, wherein the driving gear (145) of the gearbox (144) is operatively coupled to the lateral driving wheel (146) through the coupling interface (147).

4. The long rail assembly (10) of claim 3, wherein a latch assembly (32) is included, the latch assembly (32) is attached to the vehicle seat and removably latches the vehicle seat to the rail drive assembly (12) of the long rail assembly (10) ;
the latch assembly (32) preferably fixedly attached to a leg (28) of the vehicle seat or removably latched to a striker (106) of the rail drive assembly (12).

5. The long rail assembly (10) as set forth in claim 4, wherein the rail drive assembly (12) includes an elongated main body (94) defined by spaced apart opposing first and second side walls (60, 64) interconnected by a third wall (70) extending therebetween.

6. The long rail assembly (10) as set forth in claim 5, wherein the striker (106) is attached to a first and second striker plate (103, 104) , the first and second striker plates (103, 104) are fixedly attached to the opposing first and second side walls (60, 64) of the rail drive assembly (12).

7. The long rail assembly (10) as set forth in claim 6, wherein the latch assembly (32) has an extension (114), the extension (114) is inserted into an opening (72) in the third wall (70) of the rail drive assembly (12) when the latch assembly (32) is being latched to the striker (106).

8. The long rail assembly (10) as set forth in claim 7, wherein the extension (114) of the latch assembly (32) comes into contact with a first and second wedge plate (116, 117) as the extension (114) descends through the opening (72) of the rail drive assembly (12).

9. The long rail assembly (10) as set forth in claim 8, wherein the first and second wedge plates (116, 117) are fixedly attached to an inner surface of the opposing first and second side walls (60, 64) of the rail drive assembly (12).

10. The long rail assembly (10) as set forth in claim 9, wherein the first and second wedge plates (116, 117) each have an angled surface (118), the angled surfaces (118) cause the space between the first and second wedge plate (116, 117) to decrease as the extension (114) of the latch assembly (32) descends through the opening in the top wall of the power rail drive assembly (12).

11. The long rail assembly (10) as set forth in claim 10, wherein a guide pin (210) is included, the guide pin (210) extends from the gearbox (144), the guide pin (210) helps to center the gearbox (144) with the coupling interface (147) during attachment of the vehicle seat to the power rail drive assembly (12),
wherein the guide pin (210) preferably extends from a proximal end (211) received in a central bore (213) of the driving gear (145) to an opposite distal head (212).

12. The long rail assembly (10) as set forth in claim 11, wherein the distal head (212) of the guide pin (210) includes narrow angled side walls (214), the narrow angled side walls (214) are guided by angled side walls (216) formed by a central bore (213) within the driving wheel (146), the central bore (213) forming the coupling interface (147) and guiding the gearbox (144) as the guide pin (210) is inserted into the coupling interface (147)

13. The long rail assembly (10) as set forth in claim 12, wherein the guide pin (210) includes a key feature (218),

wherein preferably the key feature (218) is a slight protrusion extending radially from an outer surface (220) of the guide pin (210), or

the key feature (218) is a separate key tab seated within a slot (219) formed in an outer surface (220) of the guide pin (210), or

the key feature (218) aligns with a slot (222) within the driving gear (145), the slot (222) is slightly larger than the key feature (218) which helps with self-alignment by allowing for a small amount of rotation between the guide pin (210) and the coupling interface (147).

14. The long rail assembly (10) as set forth in claim 13, wherein the coupling interface (147) has a second end (240) with a second set of teeth (242), the second set of teeth (242) mesh with a set of teeth (244) in a central opening (246) of the driving wheel (146),
the coupling interface (147) preferably being a face spline joint (230), the coupling interface (147) has a first set of teeth (236) at a first end (238) which mesh with a set of teeth (232) at a first end (234) of the driving gear (145).

15. The long rail assembly (10) as set forth in claim 14, wherein the coupling interface (147) is a shaft spline joint (250), the coupling interface (147) has a set of splines (256) extending form an internal surface (258), the splines (256) of the coupling interface (147) mesh with a set of splines (251) on an external surface (252) of the driving gear (145),
the splines (256) of the coupling interface (147) and the splines (251) of the driving wheel (146) preferably have tapered ends (260), the tapered ends (260) allow for self-alignment between the driving gear (145) and the driving wheel (146) .

Ansprüche

1. Langschienenanordnung (10) zum Ermöglichen einer Gleitbewegung eines Sitzes in einem Fahrzeug, wobei die Langschienenanordnung (10) umfasst:

eine feste Langschiene (14), die sich in Längsrichtung zwischen den gegenüberliegenden ersten und zweiten Enden erstreckt und dazwischen einen inneren Hohlraum (68) bildet,

eine Schienen-Antriebsanordnung (12), die sich in Längsrichtung zwischen gegenüberliegenden ersten und zweiten Enden erstreckt und gleitend mit der festen Langschiene (14) verbunden ist, um die Gleitbewegung des Sitzes entlang der festen Langschiene (14) zu ermöglichen,

ein Antriebsrad (146), das drehbar in den inneren Hohlraum (68) der festen Langschiene (14) gekoppelt ist,

ein Getriebe (144), das an dem Fahrzeugsitz befestigt werden kann und mit dem Antriebsrad (146) betriebsmäßig gekoppelt ist, um die Schienen-Antriebsanordnung (12) automatisch in Längsrichtung entlang der festen Langschiene (14) anzutreiben, dadurch gekennzeichnet, dass sie aufweist

eine Kupplungsschnittstelle (147) zwischen dem Getriebe (144) und dem Antriebsrad (146), um das Getriebe (144) abnehmbar mit dem Antriebsrad (146) zu koppeln und eine kraftbetriebene Gleitbewegung der Schienen-Antriebsanordnung (12) entlang der festen Langschiene (14) zu ermöglichen, während auch eine lösbare Kopplung des Sitzes mit der Schienen-Antriebsanordnung (12) möglich ist.

2. Langschienenanordnung (10) nach Anspruch 1, wobei das Getriebe (144) ein Antriebszahnrad (145) umfasst.

3. Langschienenanordnung (10) nach Anspruch 2, wobei das Antriebszahnrad (145) des Getriebes (144) über die Kupplungsschnittstelle (147) mit dem seitlichen Antriebsrad (146) gekoppelt ist.

4. Langschienenanordnung (10) nach Anspruch 3, wobei eine Verriegelungsanordnung (32) enthalten ist, die am Fahrzeugsitz befestigt ist und den Fahrzeugsitz abnehmbar mit der Schienen-Antriebsanordnung (12) der Langschienenanordnung (10) verriegelt,
wobei die Verriegelungsanordnung (32) vorzugsweise fest an einem Bein (28) des Fahrzeugsitzes angebracht oder abnehmbar an einem Anschlag (106) der Schienen-Antriebsanordnung (12) verriegelt ist.

5. Langschienenanordnung (10) nach Anspruch 4, wobei die Schienen-Antriebsanordnung (12) einen langgestreckten Hauptkörper (94) aufweist, der durch eine erste und eine zweite Seitenwand (60, 64) definiert ist, die sich mit Abstand gegenüberliegen und durch eine dritte Wand (70), die sich dazwischen erstreckt, miteinander verbunden sind.

6. Langschienenanordnung (10) nach Anspruch 5, wobei der Anschlag (106) an einer ersten und einer zweiten Anschlagplatte (103, 104) befestigt ist, wobei die erste und die zweite Anschlagplatte (103, 104) fest an den gegenüberliegenden ersten und zweiten Seitenwänden (60, 64) der Schienen-Antriebsanordnung (12) angebracht sind.

7. Langschienenanordnung (10) nach Anspruch 6, wobei die Verriegelungsanordnung (32) eine Verlängerung (114) aufweist, die in eine Öffnung (72) in der dritten Wand (70) der Schienen-Antriebsanordnung (12) eingeführt wird, wenn die Verriegelungsanordnung (32) mit dem Anschlag (106) verriegelt wird.

8. Langschienenanordnung (10) nach Anspruch 7, wobei die Verlängerung (114) der Verriegelungsanordnung (32) mit einer ersten und einer zweiten Keilplatte (116, 117) in Berührung kommt, wenn sich die Verlängerung (114) durch die Öffnung (72) der Schienen-Antriebsanordnung (12) absenkt.

9. Langschienenanordnung (10) nach Anspruch 8, wobei die erste und die zweite Keilplatte (116, 117) fest an einer Innenfläche der gegenüberliegenden ersten und zweiten Seitenwand (60, 64) der Schienenantriebsanordnung (12) angebracht sind.

10. Langschienenanordnung (10) nach Anspruch 9, wobei die erste und die zweite Keilplatte (116, 117) jeweils eine abgewinkelte Fläche (118) aufweisen, wobei die abgewinkelten Flächen (118) bewirken, dass der Raum zwischen der ersten und der zweiten Keilplatte (116, 117) abnimmt, wenn sich die Verlängerung (114) der Verriegelungsanordnung (32) durch die Öffnung in der oberen Wand der Kraft-Schienen-Antriebsanordnung (12) absenkt.

11. Langschienenanordnung (10) nach Anspruch 10, wobei ein Führungsstift (210) enthalten ist, der sich vom Getriebe (144) aus erstreckt, wobei der Führungsstift (210) dazu beiträgt, das Getriebe (144) mit der Kupplungsschnittstelle (147) während der Befestigung des Fahrzeugsitzes an der Antriebsschienenanordnung (12) zu zentrieren,
wobei sich der Führungsstift (210) vorzugsweise von einem proximalen Ende (211), das in einer zentralen Bohrung (213) des Antriebszahnrades (145) aufgenommen ist, zu einem gegenüberliegenden distalen Kopf (212) erstreckt.

12. Langschienenanordnung (10) nach Anspruch 11, wobei der distale Kopf (212) des Führungsstifts (210) schmale, abgewinkelte Seitenwände (214) aufweist, wobei die schmalen, abgewinkelten Seitenwände (214) von abgewinkelten Seitenwänden (216) geführt werden, die von einer zentralen Bohrung (213) innerhalb des Antriebsrades (146) gebildet werden, wobei die zentrale Bohrung (213) die Kupplungsschnittstelle (147) bildet und das Getriebe (144) führt, wenn der Führungsstift (210) in die Kupplungsschnittstelle (147) eingeführt wird

13. Langschienenanordnung (10) nach Anspruch 12, wobei der Führungsstift (210) ein Keilmerkmal (218) aufweist,

wobei das Schlüsselmerkmal (218) vorzugsweise ein leichter Vorsprung ist, der sich radial von einer Außenfläche (220) des Führungsstifts (210) erstreckt, oder

das Keilmerkmal (218) eine separate Keillasche ist, die in einem Schlitz (219) sitzt, der in einer Außenfläche (220) des Führungsstifts (210) ausgebildet ist, oder

das Keilmerkmal (218) mit einem Schlitz (222) innerhalb des Antriebszahnrads (145) fluchtet, wobei der Schlitz (222) etwas größer ist als das Keilmerkmal (218), was zur Selbstausrichtung beiträgt, indem es ein geringes Maß an Drehung zwischen dem Führungsstift (210) und der Kupplungsschnittstelle (147) zulässt.

14. Langschienenanordnung (10) nach Anspruch 13, wobei die Kupplungsschnittstelle (147) ein zweites Ende (240) mit einem zweiten Satz von Zähnen (242) aufweist, wobei der zweite Satz von Zähnen (242) mit einem Satz von Zähnen (244) in einer zentralen Öffnung (246) des Antriebsrades (146) in Eingriff steht,
die Kupplungsschnittstelle (147) vorzugsweise eine Stirnverzahnung (230) ist, die Kupplungsschnittstelle (147) einen ersten Satz von Zähnen (236) an einem ersten Ende (238) aufweist, die mit einem Satz von Zähnen (232) an einem ersten Ende (234) des Antriebszahnrads (145) in Eingriff stehen.

15. Langschienenanordnung (10) nach Anspruch 14, wobei die Kupplungsschnittstelle (147) eine Keilwellenverbindung (250) ist, die Kupplungsschnittstelle (147) einen Satz von Keilnuten (256) aufweist, die sich von einer Innenfläche (258) aus erstrecken, und die Keilnuten (256) der Kupplungsschnittstelle (147) mit einem Satz von Keilnuten (251) an einer Außenfläche (252) des Antriebszahnrads (145) kämmen,
die Verzahnung (256) der Kupplungsschnittstelle (147) und die Verzahnung (251) des Antriebsrads (146) vorzugsweise verjüngte Enden (260) aufweisen, wobei die verjüngten Enden (260) eine Selbstausrichtung zwischen dem Antriebszahnrad (145) und dem Antriebsrad (146) ermöglichen.

Revendications

1. Assemblage de rail long (10) destiné à assurer un déplacement par coulissement d'un siège à l'intérieur d'un véhicule, l'assemblage de rail long (10) comprenant :

un rail long fixe (14) s'étendant longitudinalement entre une première et une seconde extrémité opposées et définissant une cavité intérieure (68) entre celles-ci ;

un assemblage d'entraînement de rail (12) s'étendant longitudinalement entre une première et une seconde extrémité opposées et couplé de manière coulissante au rail long fixe (14) pour assurer le déplacement par coulissement du siège le long du rail long fixe (14) ;

une roue d'entraînement (146) couplée en rotation à l'intérieur de la cavité intérieure (68) du rail long fixe (14) ;

une boîte de transmission (144) adaptée pour être attachée au siège de véhicule et couplée de manière fonctionnelle à la roue d'entraînement (146) pour entraîner automatiquement l'assemblage d'entraînement de rail (12) longitudinalement le long du rail long fixe (14) ;

caractérisé en ce qu'il comprend

une interface de couplage (147) entre la boîte de transmission (144) et la roue d'entraînement (146) pour coupler de manière amovible la boîte de transmission (144) à la roue d'entraînement (146), et assurer un déplacement par coulissement électrique de l'assemblage d'entraînement de rail (12) le long du long rail fixe (14) tout en permettant également un couplage amovible du siège à l'assemblage d'entraînement de rail (12).

2. Assemblage de rail long (10) selon la revendication 1, dans lequel la boîte de transmission (144) inclut un engrenage d'entraînement (145).

3. Assemblage de rail long (10) selon la revendication 2, dans lequel l'engrenage d'entraînement (145) de la boîte de transmission (144) est couplé de manière fonctionnelle à la roue d'entraînement latéral (146) via l'interface de couplage (147).

4. Assemblage de rail long (10) selon la revendication 3, dans lequel un assemblage de verrouillage (32) est inclus, l'assemblage de verrouillage (32) est attaché au siège de véhicule et verrouille de manière amovible le siège de véhicule à l'assemblage d'entraînement de rail (12) de l'assemblage de rail long (10) ;
l'assemblage de verrouillage (32) étant de préférence attaché de manière fixe à une jambe (28) du siège de véhicule ou verrouillé de manière amovible à une gâche (106) de l'assemblage d'entraînement de rail (12).

5. Assemblage de rail long (10) selon la revendication précédente 4, dans lequel l'assemblage d'entraînement de rail (12) inclut un corps principal allongé (94) défini par une première et une deuxième paroi latérale (60, 64) opposées à distance l'une de l'autre interconnectées par une troisième paroi (70) s'étendant entre celles-ci.

6. Assemblage de rail long (10) selon la revendication précédente 5, dans lequel la gâche (106) est attachée à une première et à une seconde plaque de gâche (103, 104), la première et à la seconde plaque de gâche (103, 104) sont attachées de manière fixe à la première et à la deuxième paroi latérale (60, 64) opposées de l'assemblage d'entraînement de rail (12).

7. Assemblage de rail long (10) selon la revendication précédente 6, dans lequel l'assemblage de verrouillage (32) a une extension (114), l'extension (114) étant insérée dans une ouverture (72) dans la troisième paroi (70) de l'assemblage d'entraînement de rail (12) quand l'assemblage de verrouillage (32) est en train d'être verrouillé à la gâche (106).

8. Assemblage de rail long (10) selon la revendication précédente 7, dans lequel l'extension (114) de l'assemblage de verrouillage (32) vient en contact avec une première et une seconde plaque de coin (116, 117) lorsque l'extension (114) descend à travers l'ouverture (72) de l'assemblage d'entraînement de rail (12).

9. Assemblage de rail long (10) selon la revendication précédente 8, dans lequel la première et la seconde plaque de coin (116, 117) sont attachées de manière fixe à une surface intérieure de la première et de la deuxième paroi latérale (60, 64) opposées de l'assemblage d'entraînement de rail (12).

10. Assemblage de rail long (10) selon la revendication précédente 9, dans lequel la première et la seconde plaque de coin (116, 117) ont chacune une surface angulaire (118), les surfaces angulaires (118) amenant l'espace entre la première et la seconde plaque de coin (116, 117) à diminuer lorsque l'extension (114) de l'assemblage de verrouillage (32) descend à travers l'ouverture dans la paroi supérieure de l'assemblage d'entraînement de rail électrique (12).

11. Assemblage de rail long (10) selon la revendication précédente 10, dans lequel une broche de guidage (210) est incluse, la broche de guidage (210) s'étendant depuis la boîte de transmission (144), la broche de guidage (210) aidant à centrer la boîte de transmission (144) avec l'interface de couplage (147) pendant que le siège du véhicule est attaché à l'assemblage de rail d'entraînement électrique (12),
dans lequel la broche de guidage (210) s'étend de préférence depuis une extrémité proximale (211) reçue dans un perçage central (213) de l'engrenage d'entraînement (145) jusqu'à une tête distale (212) opposée.

12. Assemblage de rail long (10) selon la revendication précédente 11, dans lequel la tête distale (212) de la broche de guidage (210) inclut des parois latérales angulaires étroites (214), les parois latérales angulaires étroites (214) étant guidées par des parois latérales angulaires (216) formées par un perçage central (213) à l'intérieur de la roue d'entraînement (146), le perçage central (216) formant l'interface de couplage (147) et guidant la boîte de transmission (144) lorsque la broche de guidage (210) est insérée dans l'interface de couplage (147) .

13. Assemblage de rail long (10) selon la revendication précédente 12, dans lequel la broche de guidage (210) inclut un moyen de clavette (218),

dans lequel de préférence le moyen de clavette (210) est une légère projection s'étendant radialement depuis une surface extérieure (220) de la broche de guidage (210), ou le moyen de clavette (218) est une patte de clavette séparée en assise à l'intérieur d'une fente (219) formée dans une surface extérieure (220) de la broche de guidage (210), ou

le moyen de clavette (218) s'aligne avec une fente (222) à l'intérieur de l'engrenage d'entraînement (145), la fente (222) étant légèrement plus grande que le moyen de clavette (218) qui assiste un auto-alignement en permettant une petite amplitude de rotation entre la broche de guidage (210) et l'interface de couplage (147).

14. Assemblage de rail long (10) selon la revendication précédente 13, dans lequel l'interface de couplage (147) a une seconde extrémité (240) avec un second ensemble de dents (242), le second ensemble de dents (242) s'engrenant avec un ensemble de dents (244) dans une ouverture centrale (246) de la roue d'entraînement (146),
l'interface de couplage (147) étant de préférence un joint cannelé de face (230), l'interface de couplage (147) ayant un premier ensemble de dents (236) à une première extrémité (238) qui s'engrènent avec un ensemble de dents (232) à une première extrémité (234) de l'engrenage d'entraînement (145) .

15. Assemblage de rail long (10) selon la revendication précédente 14, dans lequel l'interface de couplage (147) est un joint cannelé d'arbre (250), l'interface de couplage (147) ayant un ensemble de cannelures (256) s'étendant depuis une surface interne (258), les cannelures (256) de l'interface de couplage (147) s'engrenant avec un ensemble de cannelures (251) sur une surface externe (252) de l'engrenage d'entraînement (145),
les cannelures (256) de l'interface de couplage (147) et les cannelures (251) de la roue d'entraînement (146) ayant de préférence des extrémités effilées (260), les extrémités effilées (260) permettant un auto-alignement entre l'engrenage d'entraînement (145) et la roue d'entraînement (146).

Drawing